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Century Iii: Autopilot Flight System
Century Iii: Autopilot Flight System
NOVEMBER 1998
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NOTICE
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REVISION LOG
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INTRODUCTION
The Century Flight Systems, Inc. Century III is a light weight (18 lbs.)
automatic flight system utilizing an advanced electronic design for
maximum performance and utility. Operating on the versatile and
adaptable 5000 cycle audio frequency, the Century Flight Systems, Inc.
Century III represents a new design concept in which the conventional
follow up, or control position feed back signals, are replaced by solid state
analytical computers. In addition to providing a more stable and
adaptable auto-pilot platform for advanced navigational coupling, this new
system can cope with uneven fuel loads directional mis-trim and power
changes without the usual directional errors, altitude losses, or command
change requirements.
Roll and pitch responses are time controlled for human-like control action
and smooth attitude transactions.
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TABLE OF CONTENTS
NOTICE ...................................................................................... 2
REVISION LOG .......................................................................... 3
INTRODUCTION ........................................................................ 4
TABLE OF CONTENTS ............................................................. 5
COMMAND CONSOLE .............................................................. 6
Roll (Aileron) Engagement ................................................ 6
Roll Command Knob .......................................................... 7
Heading Mode..................................................................... 7
Course Selector .................................................................. 7
Aircraft Trim Effects ........................................................... 8
Trim Indicator and Pitch Command Wheel ...................... 8
Pitch (Elevator) Engagement............................................. 9
Altitude Hold ....................................................................... 9
AUTOMATIC TRIM OPERATIONS ............................................ 10
GENERAL OPERATIONS.......................................................... 10
Pilots Preflight Procedures ............................................... 11
Trim Check.......................................................................... 12
AIR FILTER ................................................................................ 13
Filter and Element .............................................................. 13
LATERAL GUIDANCE SYSTEM................................................ 14
Omni Mode.......................................................................... 15
Nav Mode ............................................................................ 15
Heading Mode..................................................................... 16
Localizer (Normal) Mode.................................................... 16
Localizer (Reverse) Mode .................................................. 16
Lateral Guidance System Operation................................. 17
VOR Navigation .................................................................. 18
VOR Approach .................................................................... 20
ILS Approach - Normal....................................................... 22
ILS Approach - Back Course ............................................. 24
INTERCEPT CHARACTERISTICS............................................. 26
LOCALIZER AND/OR GLIDESLOPE COUPLER ...................... 28
ILS Approach Procedures ........................................................ 30
Limited Warranty Century Flight Systems Autopilot ............. 32
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COMMAND CONSOLE
The Century III console is designed to provide convenient fingertip command of all
basic autopilot functions. Magnetic engage and mode switches are designed with
logical interlocking features for operational ease and simplicity. The lucite face
panel incorporates optically engineered night lighting with provisions for dimming
control through the standard aircraft rheostat.
FIG. 1
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NOTE: Do not use roll mode during approach configuration on twin engine
aircraft as engine failure will result in excessive heading deviation.
HEADING MODE
The heading mode switch is located directly adjacent and
to the right of the roll engage switch. It is the function of
the heading mode switch to remove the roll command
knob from the autopilot circuit and add the D.G., heading
command and coupler functions to the basic roll attitude
control. This switch is interlocked with the roll engage so
that the roll function will be engaged simultaneously with
FIG. 4 the heading mode switch. Prior to engagement of the
heading mode, the D.G. course selector and coupler
modes should be set. (See sections on coupler operation
when optional coupler is installed.)
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The D.G. card is normally set to the magnetic compass with the caging knob on the
left in the usual fashion, while the course selector indicator is rotated by the heading
knob on the right. Direction of rotation of both the knob and indicator commands the
same direction of turn.
FIG. 6
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ALTITUDE HOLD
The altitude hold is a “command” type which requires no
pitch command adjustment prior to engagement.
Engagement of the altitude mode switch will remove the
pitch command wheel from the circuit and initiate a
smooth transition to the pressure altitude at which it was
engaged. Barometric sensors provide precise altitude
holding with nominal climb and dive limitations for
FIG. 9 operation in turbulence.
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The type used is based on the characteristics of the aircraft and FAA approval.
Trim operation with all three types is identical when the Autopilot Pitch is engaged.
the Trim System operates on a full time basis and will automatically correct aircraft
trim for airspeed changes that are called for by the Autopilot Pitch Command,
Altitude Hold or power changes.
Push Button Automatic Trim operates when the autopilot is OFF. The pilot may
press the wheel mounted push button any time he wishes to automatically relieve
control forces. This will be particularly helpful during approaches when speed is
being reduced and to make trim changes caused by lowering of flaps or gear.
Toggle Switch Trim operates when the autopilot is OFF. The pilot may press the
wheel switch to cause electric trim action in the desired direction to relieve control
wheel forces.
The pilot can override the trim system at any time by manual operation of the aircraft
trim control. In addition, the circuit breaker switch labeled “Trim” on the instrument
panel may be pulled to disconnect the trim from the aircraft electrical system.
GENERAL OPERATIONS
The Century III coupler and automatic trim systems are FAA approved on each make
and model aircraft under a “Supplemental Type Certificate” (STC).
There are no restrictions to operations in turbulence and , as a general rule,
autopilot operation in turbulence will result in lower “G” forces being imposed on the
structure.
Autopilot and automatic trim operating airspeed limitations (if any) will be specified
on the operation placard or in the flight manual supplement.
The Century III servo mechanisms are designed with a fail safe electric engage and
disengage features. The autopilot may also be overridden by the pilot without
damage to the system. Override forces are adjusted to the servo power output
requirements of particular aircraft.
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1. With engines running and gyros erected, check vacuum gage readings. Should
be 4.75” to 5.00” Hg.
2. With all mode switches off, place coupler in HDG position (if applicable) and
center roll and pitch commands and D.G. course selector indicator.
3. Engage roll mode master switch, rotate roll knob left and right and note that
wheel responds in each direction.
4. Engage “HDG” mode switch and rotate course selector indicator to either side,
note roll servo response; again, without aerodynamic response, servo action is
not limited.
5. While engaged, override the roll in both directions. Force required should be 10-
15 lbs. at wheel edge dependent on aircraft model.
6. Center D.G. course selector so as to stop roll servo action while checking pitch.
7. Adjust pitch command knob so as to center “Trim” indicator.
8. Engage pitch mode switch and rotate pitch command knob in each direction.
Observe pitch control action in each direction.
NOTE: Without the aerodynamic response of flight, pitch action is not limited
in ground operation.
NOTE: If aircraft has heavy controls due to loading springs or bob weights, it
may be necessary to assist the pitch control motion as servo input
power may be limited to match inflight responses and override
requirements.
9. Check pitch override in each direction. Override forces will vary considerably
with aircraft and direction of motion die to elevator spring and bob weight effect
and the servo force adjustment.
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TRIM CHECK
(Autopilot)
10. The Automatic trim is activated by engagement of autopilot pitch mode switch.
On systems equipped with CENTURY FLIGHT SYSTEMS INC. automatic pitch
trim, note that trim action follows control force, (not motion) on ground check.
(Manual Push Button)
11. With all autopilot controls off, depress automatic trim butt on control wheel.
Apply forward and aft load on control wheel and note that trim wheel or handle
follows.
11a.(Manual Toggle Switch)
With all autopilot controls OFF, press Toggle Switch in both directions and note
that Trim Wheel or handle runs in correct direction
NOTE: Aircraft equipped with dual contact trim system require a special pre-
flight check-- consult airplane flight manual supplement or placards for
these procedures.
NOTE: On aircraft equipped with springs and/or bob weights it may not be
possible to apply a down loading on the elevator system.
NOTE: When system is not equipped with CENTURY FLIGHT SYSTEM INC.
automatic pitch trim, and manually adjust aircraft pitch trim for attitude
and airspeed changes.
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AIR FILTER
AIR FILTER AND ELEMENT
The 1X314 central air filter is incorporated on all 3” gyro systems with the exception
of aircraft with original equipment filters of like quality.
The 1X314 filter system uses the 51A5 replaceable filter element which is capable of
removing 97% of all contaminating substances above .3 microns. This includes
tobacco tars that would otherwise be harmful to bearings and vanes. Because of
this exceptional filtering ability, contaminants tend to accumulate at a higher rate
than in other types. It is therefore considered necessary that filter elements be
replaced at each 100 hour period and that filters subjected to tobacco tars, industrial
smoke and like environment, be inspected each 50 hours for possible replacement.
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FIGURE 10
The Century Flight Systems, Inc. Lateral Guidance System contains. Track
interception angles a completely automatic, analog computer that directs the
autopilot in both VOR and ILS navigation. The system contains a five position mode
selector switch which mounts in the instrument panel are 45° and an automatic 15°
crosswind correction capabilities is provided. The complete capture, intercept and
tracking sequence is accomplished automatically without monitoring or multiple
switching.
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OMNI MODE
When in the OMNI MODE position, the system is coupled
to the Radio Omni Bearing Indicator. By setting the D.G.
Course Indicator to match the Omni Course selection, all
headings are then controlled by the Omni radio signals.
A full deflection on the Omni Indicator (10 or more off
selected radial) will produce a 45° interception angle.
Inside the 10° area, the system will automatically
compute the location and closure rate to direct a smooth,
Figure 11 tangential intercept without overshoot and arrive over the
radial with crosswind correction established. The same
dynamic intercept is accomplished whether 2 miles or
maximum reception distance from station. Below 2 miles,
the aircraft bank limitations will allow a slight overshoot
when making maximum angle interception.
NAV MODE
The NAV Mode is designed to extend the coupler utility
by making operation practical under the adverse
conditions of unsteady or erratic VOR Signals. Several
factors such as terrain, distance, bent courses, etc.,
produce short term needle deflections which can cause
excessive roll motion when in the OMNI Mode. The NAV
Mode incorporates an extended time delay in the
computer circuit which reduces reaction to these short
term needle deflections. Close in OMNI approach work
requires the proportioned dynamic response as provided
Figure 12 in the OMNI Mode. Therefore the NAV Mode should not
be used for close in work.
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HEADING MODE
When in the HDG mode, the Century III Autopilot will
function in the same manner as described in section I of
this manual.
Figure 13
Figure 15
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A. Establish aircraft in normal flight with autopilot as outlined in first part of manual.
B. With Guidance Mode Selector in HDG position, engage the HDG Mode Switch on
autopilot console.
C. Lateral control is now directed by the “Lateral Guidance” Mode Selector.
D. Set D.G, Card to the magnetic compass in normal manner.
CAUTION: The NSD has an optional slaving feature that requires initial heading
setting on start-up. Subsequent resetting of the heading card, required manually on
non-slaved versions, is automatically accomplished with the slaved version.
The NSD-360A incorporates a heading warning flag to warn of loss of either air or
electric power. Appearance of the flag during flight should be sufficient grounds to
question the validity of the displayed heading. In slaved versions, the slaving meter
should oscillate about a 45° point to show that the slaving meter are accomplishing
their function. Should the needle remain motionless or either vertical or horizontal
for an extended period (two minutes) in level flight, the heading should be manually
set using the magnetic compass and the performance of the heading card observed.
If this condition persists, set the slaving mode switch to SL#2 on free gyro. In free
gyro mode, the instrument must be periodically reset to manually counteract the
effects of gyro precession.
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VOR NAVIGATION
Figure 16
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1. TO INTERCEPT
A. Using Bearing Selector, dial desired course, inbound or outbound.
B. Set identical heading on Course Selector D.G.
C. After aircraft has stabilized, position coupler mode selector knob to OMNI
mode.
NOTE: If less than 45°° from selected radial, aircraft will intercept before
station. If more than 45°°, interception will occur after station passage.
3. TO CHANGE STATIONS
A. If same course is desired, merely tune receiver to new station frequency.
B. If different course is desired, position coupler mode selector to HDG Mode.
C. Dial Course Selector D.G. to new course.
D. Dial OBS to new course.
E. Position mode selector to OMNI mode.
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VOR APPROACH
Figure 17
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NOTE
NOTE: For precise tracking over Omni Station, without “S” turn, position
mode selector on HDG. Until station passage.
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ILS APPROACH—NORMAL
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Figure 18
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1. To Intercept
A. Dial ILS outbound on Course Selector D.G.
B. When stabilized; position mode selector to LOC REV mode.
2. After interception and when beyond outer marker, position mode selector to HDG
and dial outbound procedure turn heading.
3. After one minute, dial inbound procedure turn heading in direction of turn.
4. When between 90° and 45° to ILS inbound course, dial inbound course on
Course Selector D.G. and position mode selector to LOC NORM mode.
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FIG. 19
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1. To Intercept
A. Dial ILS Back Course outbound heading on Course Selector D.G.
B. When stabilized, position mode selector to LOC NORM mode.
2. After interception and when beyond fix, position mode selector to HDG and dial
outbound procedure turn heading.
3. After one minute, dial inbound procedure turn heading indirection of turn.
4. When between 90° and 45° to inbound course, dial inbound course on Course
Selector D.G. and position mode selector on LOC REV mode.
5. Approximately ½ mile away from runway, position mode selector to HDG mode to
prevent “S” turn over ILS station near runway threshold.
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INTERCEPT CHARACTERISTICS
Figure 20
Figure 21
(2) CLOSE IN INTERCEPT: With a given intercept angle established the time
required to pass through the active region near the desired radial (-50% full
needle deflection) is proportional to the distance from the station. For this reason
overshoot occurs when close in intercepts are made. (This is true of all systems,
since the turning rate or bank angle must be limited). the three paths show what
might be expected as the intercept distance is made nearer and then finally at the
station. It will be noted that if the intercept heading takes the aircraft very near to
the station, no maneuvering would occur until the aircraft has passed the station.
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(3) INTERCEPT BEYOND THE STATION: Behavior beyond the station is similar to
that explained in paragraph 2 in that as the intercept distance is made larger the
tendency for overshoot is reduced.
Figure 22
(4) CROSS WIND EFFECTS: Crosswind effects which might be expected are
illustrated in the three plots below. curve A is the no wind condition and
performance will be as per sections (1) thru (3). Curve B shows the effect of
approaching the desired course. Because this rate is reduced by the wind, the
tendency to overshoot is likewise reduced. Curve C shows the effect of a wind
which tends to increase the rate at which the aircraft approaches the course. As
would be expected, this will tend to cause an overshot.
Figure 23
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SYSTEM DESCRIPTION
NOTE: In order to use Localizer as a navigation aid where glideslope coupling is not
desired, do not use the LOC NORM mode. The Lateral Guidance System will fly the
Localizer beam in the OMNI mode once your position on the beam is established.
ALTITUDE MODE
The Altitude switch must also be depressed in the ALT
position at least 20 seconds before the logic circuit of the
Glideslope Coupler is armed. This condition provides for
Glideslope Coupling from all normal procedures but
prevents attempting coupling from a high rate descent.
After coupling, the Glideslope may be de-coupled by
momentarily switching “OFF” the ALT button.
FIG 25
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The Glideslope Deviation Indicator must be deflected upward for at least 20 seconds
before the logic circuit of the Glideslope Coupler is armed. This provides assurance
that the Glide path will be intercepted from below in the normal manner and prevents
inadvertent coupling from above. A 60% full scale deflection for 20 seconds will
always accomplish arming.
NOTE: Once coupled, the deviations Indicator will not de-couple the Glide
regardless of needle deflection. The Deviation Indicator however must be
monitored during approach to determine the aircraft’s true position relative to
the localizer beam and the glide path.
INDICATOR LIGHT
The Glideslope Coupler incorporates a panel mounted green indicator light. This
light will turn ON at the same time automatic switching takes place to couple the
Autopilot to the glide path. This light will stay lit until such time as the unit is de-
coupled. As this light only shows that the Glideslope Coupler is switched into the
Autopilot and not actual position relative to glide path. The deviation indicator must
be monitored during the approach.
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NOTE: Monitor deviation indicators for actual position on Localizer and glide path.
Transmissions may cause deviation needle to fluctuate on some radio
installations. On such installations, the coupler will attempt to follow these
deviations.
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CAUTION:
Do not fly airplane on Autopilot below height above ground specified on
placard (or flight manual supplement) for “ALT” loss, approach configuration,
with 1 second delay recovery.”
Emergency Operation
1. In the event of a malfunction in the ROLL or PITCH SECTION, push the ROLL
ON/OFF button “OFF.” This disengages both ROLL and PITCH SECTIONS
of the Century III from the control system.
2. The PITCH TRIM SECTION may be overpowered manually. In the event of a
malfunction in the PITCH-TRIM SECTION, pull the Pitch Trim circuit breaker.
3. The Century III ROLL SECTION may be overpowered manually on either
control wheel. The Century III PITCH SECTION may be overpowered
manually on either control wheel.
4. Engine Failure (Multi-Engine Airplanes)
a) When on ROLL and PITCH mode only, any one of the following applies
during engine failure.
1. Disengage Autopilot and trim aircraft.
2. Level wings with roll knob, and handle emergency.
3. Switch to HDG mode, (Course Selected) see (b).
b) Autopilot on HDG or coupled: Autopilot will compensate for yaw caused by
engine power loss by banking toward the operating engine. Perform
normal Engine Out Emergency Procedures and re-trim aircraft.
CAUTION
When electrical power is first applied to the NSD-360A instrument, the compass card
mat rotate or “slew” rapidly. This is NOT and indication that the compass system is
orienting itself to the proper magnetic heading. The proper heading orientation
must be verified and set prior to takeoff and should be verified prior to approach to
landing using the magnetic compass.
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1. Century Flight Systems, Inc. will through its designated service facilities at
its option either repair or replace new components which shall within (12
months after date of installation, be found to Century Flight Systems, Inc.
satisfaction, to have been defective in material or workmanship under
normal use.
2. The warranty registration must be signed and returned to Century Flight
Systems, Inc. within ten days of equipment installation date. In the event
that the registration card is not returned within this time, the date of
shipment from the factory will be deemed to be the installation date.
3. This warranty will not apply to any product which has been installed,
repaired, or altered in any way whatsoever in Century Flight Systems, Inc.
opinion to adversely affect its performance or reliability, or which has bee
subject to mis-use, contamination, negligence, or accident.
4. Cost of transportation, removal, or reinstallation are at the option of
Century Flight Systems, Inc.
5. This is Century Flight Systems, Inc. sole express warranty with respect to
the goods supplied herein. CENTURY FLIGHT SYSTEMS, INC. MAKES
NO OTHER EXPRESS WARRANTY OF ANY KIND WHATSOEVER.
CENTURY FLIGHT SYSTEMS, INC. EMPLOYEES MAY HAVE MADE
ORAL STATEMENTS ABOUT THE PRODUCTS DESCRIBED IN THIS
CONTRACT. SUCH STATEMENTS DO NOT CONSTITUTE
WARRANTIES, SHALL NOT BE RELIED UPON BY THE CUSTOMER,
AND ARE NOT PART OF THE SALE CONTRACT.
6. THE DURATION OF ANY IMPLIED WARRANTY, AND OF ALL
WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A
PARTICULAR PURPOSE, SHALL BE LIMITED TO (12) MONTHS
COMMENCING AT DATE OF INSTALLATION TO THE FULL EXTENT
PERMITTED BY APPLICABLE LAW, CONSEQUENTIAL DAMAGE OR
BREECH OF ANY WARRANTY ARE HEREBY DISCLAIMED AND
EXCLUDED BY CENTURY FLIGHT SYSTEMS, INC.
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NOTES
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NOTES
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